Structural seat system for an automotive vehicle

ABSTRACT

A structural seat system is provided for an automotive vehicle. In another aspect of the present invention, a structural beam is employed which extends in a cross-vehicle direction spaced above a vehicle floor. A further aspect of the present invention provides a passenger seat with a recessed configuration. Yet another aspect of the present invention uses a structural reinforcement and seat system in a convertible roof vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of copending U.S. Ser. No.10/979,873, filed on Nov. 2, 2004, and copending U.S. Ser. No.10/822,901, filed on Apr. 13, 2004, which claims the benefit of U.S.Provisional Application No. 60/499,669, filed on Sep. 3, 2003. Thedisclosures of the above applications are incorporated by referenceherein.

BACKGROUND AND SUMMARY OF THE INVENTION

The present invention generally relates to automotive vehicles and moreparticularly to a structural reinforcement and seat system for anautomotive vehicle.

Cross-vehicle body stiffness within automotive vehicles is important inreducing torsional twist and vibration of the body, but also improvesthe ride and handling of the vehicle. This issue is especially importantfor convertible vehicles where the removal of the traditional fixed roofstructure further decreases vehicle stiffness to the point where fourdoor convertible roof vehicles have been essentially impractical toachieve with conventional body structure. Furthermore, U.S. FederalMotor Vehicle Safety Standard (“FMVSS”) 214 relates to side impactcollision protection for vehicles. This governmental standard employs amoving barrier, equivalent to a truck bumper, which impacts the vehiclegenerally at and below a belt-line of the front door and B-pillar. FMVSS214 puts an added premium on cross-vehicle stiffness.

U.S. Pat. No. 1,694,546 entitled “Motor Car,” which issued to Lancia onDec. 11, 1928, and U.S. Pat. No. 5,788,322 entitled “Body Structure fora Rear Carriage of a Convertible,” which issued to Wolf et al. on Aug.4, 1998, have both attempted to provide some cross-vehicle structure. Itis noteworthy, however, that both constructions are attached to a fixedseat back and/or passenger compartment panel. Furthermore, the Lanciaconstruction appears to lack any cross-vehicle structural support thatwould significantly resist side impacts or torsion, especially for amodern unibody construction vehicle. U.S. Pat. No. 5,954,390, entitled“Vehicle Dynamic Side Impact System” which issued to Kleinhoffer et al.on Sep. 21, 1999, discloses a seat mounting track and seat affixed ontop of a beam. This device, however, appears to use an undesirably highseat or ineffectively low beam; moreover, a fixed roof is employed inthis patent as an added structural reinforcement.

In accordance with the present invention, a structural seat system isprovided for an automotive vehicle. In another aspect of the presentinvention, a structural beam is employed which extends in across-vehicle direction spaced above a vehicle floor. A further aspectof the present invention provides a passenger seat with a recessedconfiguration. A variety of structural beam-to-seat mountingarrangements and positions are also provided in additional aspects ofthe present invention. Yet another aspect of the present invention usesa structural reinforcement and seat system in a convertible roofvehicle.

The present invention is advantageous over conventional constructions,in that the present invention significantly improves cross-vehicleresistance to side impact collisions and provides torsional stiffnesssufficient for use with a large four door vehicle, such as one having aconvertible roof. Spacing the structural beam away from the floorreduces “match boxing” of the vehicle body and more direct side impactresistance as compared to traditional, floor mounted reinforcements.Moreover, the beam-to-pillar mounting structures of the presentinvention significantly enhance side impact resistance as compared toprior constructions. The seat structure and positioning of the presentinvention allows for normal reclining and seat movement while stillproviding a raised structural reinforcement system. Additional featuresand advantages of the present invention will be shown and described withreference to the following description and appended figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevational view showing a preferred embodiment systemof the present invention, with a convertible roof in a retractedposition and with the left side doors removed;

FIG. 2 is a diagrammatic side view showing a convertible roof, usablewith the present invention, disposed in a raised position;

FIG. 3 is a diagrammatic rear view, taken along line 3-3 of FIG. 1,showing the preferred embodiment system, with an outer reinforcementremoved;

FIG. 4 is a fragmentary rear view showing a reinforcement structure ofthe preferred embodiment system;

FIG. 5 is a cross-sectional view, taken along line 5-5 of FIG. 4,showing the preferred embodiment system;

FIG. 6 is a front perspective view showing a front passenger seat of thepreferred embodiment system;

FIG. 7 is a side elevational view showing the seat of the preferredembodiment system;

FIG. 8 is an exploded perspective view showing a lumbar support linkemployed in the preferred embodiment system;

FIG. 9 is a side elevational view showing the preferred embodimentsystem, with the seat in a fully raised position;

FIG. 10 is a side elevational view showing the preferred embodimentsystem, with the seat in a fully reclined position;

FIG. 11 is a diagrammatic rear view, like that of FIG. 3, showing afirst alternate embodiment of the present invention system;

FIG. 12 is a diagrammatic side view showing the first alternateembodiment system;

FIG. 13 is a fragmented side view showing a locking mechanism employedin the first alternate embodiment system;

FIG. 14 is a partially fragmented rear view showing the lockingmechanism employed in the first alternate embodiment system;

FIG. 15 is a rear perspective view showing a second alternate embodimentof the present invention system;

FIG. 16 is a diagrammatic rear view, like that of FIG. 3, showing athird alternate embodiment of the present invention system;

FIG. 17 is a partially fragmentary, diagrammatic rear view, similar tothat of FIG. 3, showing an alternate variation of the present inventionsystem;

FIG. 18 is a diagrammatic rear view showing a fourth alternateembodiment of the present invention system;

FIG. 19 is a side elevational view showing the fourth alternateembodiment of the present invention system;

FIG. 20 is a diagrammatic side view showing a fifth alternate embodimentof the present invention system;

FIG. 21 is a diagrammatic side view showing a sixth alternate embodimentof the present invention system;

FIG. 22 is a diagrammatic side view showing a seventh alternateembodiment of the present invention system;

FIG. 23 is a partially fragmentary, diagrammatic side view showing aneighth alternate embodiment of the present invention system;

FIG. 24 is a diagrammatic side view showing a ninth alternate embodimentof the present invention system; and

FIG. 25 is an exploded perspective view showing the ninth alternateembodiment system.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

An automotive vehicle according to the present invention has a body, aconvertible roof and a structural reinforcement system 19. As shown inFIGS. 1 and 2, a vehicle 21 has soft top convertible roof 41 of the typedisclosed in U.S. patent Ser. No. 10/403,362, now U.S. Pat. No.6,695,385, entitled “Vehicle Convertible Roof,” which was invented byEric W. Lange and filed on Mar. 31, 2003; this disclosure isincorporated by reference herein. Soft top roof 41 includes a top stackmechanism including left and right, front, center and rear side rails,42, 43 and 44, respectively, with four spanning roof bows 45 andmultiple linkages 48. An electric motor or hydraulic actuator 46automatically drives the mechanism and a pliable roof cover 47 isattached to and covers roof bows 45. The convertible roof is movablefrom a raised and closed position above front passenger seats 31 andrear passenger seats 33 in a passenger compartment 35, as shown in FIG.2, to a retracted and open position within a roof storage compartment 37predominantly below a vehicular beltline 61, as shown in FIG. 1. Roofstorage compartment 32 is a trunk with a dual opening decklid, or abootwall, forward and separated from a trunk, covered by anautomatically openable tonneau cover. A more preferred convertible roofis described in U.S. Ser. No. 60/612,384, entitled “In-FoldingConvertible Roof” which was filed on Sep. 23, 2004, and invented byDilluvio; this application is incorporated by reference herein.

Alternately, a retractable hard-top roof (not shown) including a fronthard-top section, a middle hard-top section and a rear hard-top sectionis employed. The hard-top sections are interconnected by a linkageassembly driven by an automatic actuator, such as an electric motor orhydraulic cylinder. Such a hard-top roof and linkage assembly isdisclosed in U.S. patent Ser. No. 10/245,973, now U.S. Pat. No.6,695,386, entitled “Vehicle Retractable Hardtop Roof,” which wasinvented by Michael T. Willard and filed on Sep. 18, 2002, which isincorporated by reference herein. Furthermore, in another alternatevariation (not shown), multiple sliding roof panels and a slidablyretracting backlite or back window can be provided with the presentinvention. This variation is disclosed in PCT Publication No. WO02/096685 entitled “Automotive Vehicle with Open Air System” which wasinvented by Doncov et al. and published on Dec. 5, 2002; this disclosureis also incorporated by reference herein.

Referring to FIGS. 3-5, a generally vertical, steel reinforcing tube 51is welded within each center or B-pillar 65, and is attached to agenerally fore-and-aft elongated and horizontal reinforcing steel tube67 which is welded within each rocker panel 95. A structuralreinforcement cross beam 101 is welded to a middle segment of verticalreinforcement tube 51 and is elongated in a generally straight,cross-vehicle and horizontal orientation projecting inwardly betweenB-pillars 65. Cross beam 101 is a structural steel tube. A lowerdiagonal reinforcement tube or beam 103 downwardly and outwardly extendsfrom cross beam 101 and is welded to a lower segment of verticalreinforcement tube 51 and/or rocker reinforcement tube 67. Both B-pillarreinforcement systems are similarly constructed in mirrored symmetry toeach other and are connected by the continuous or two part cross beam101 welded or bolted to center tunnel 93.

A structural outer member or supplemental cross beam 105 is preferablyshown as two stamped, steel parts that are welded or riveted together toencase or surround a majority of main cross beam 101 therein betweenB-pillars 65. Alternately, structural outer member 105 may consist of acircular-cylindrical tube or rectangular cross-sectionally shapedreinforcement surrounding cross beam 101, or may be entirely eliminateddepending upon the specific vehicle application. Preferably, cross beam101 is inwardly spaced from a majority of outer member 105, and outermember 105 is attached to B-pillars 65 and a floor tunnel 93 bydiagonally extending, structural gusset covers 107. Structural outermember 105 serves to reinforce and limit buckling of the otherwisestraight cross beam 101 during a side impact collision and to furtherstiffen the vehicle body between B-pillars 65 during extreme torsionaloperating forces of the vehicle.

The details of one of the preferred embodiment front passenger seats 31are shown in FIGS. 6-10 with the other front seat being in mirroredsymmetry. Seat 31 has a seat bottom 141, a seat back 143, an attachedrecliner mechanism 145 and a seat track mechanism 147. Seat bottom 141includes a generally horizontal bottom frame 149 and an attachedcompressible foam cushion 151. A central bottom pan 150 is part of frame149. Seat back 143 includes a generally rectangularly shaped back frame153 and an attached compressible foam cushion 155. The frames arepreferably made from stamped steel and the cushions are fabric, leatheror vinyl covered. The frames also include internally spanning wire meshor other cushion supporting componentry.

Recliner mechanism 145 includes a hinge 157 on each side that has agenerally inverted U-shape with a pivot 159 coupled to back frame 153and an opposite leg 161 stationarily affixed to bottom frame 149. Anelectric motor, cable drive and/or geared actuator 163 are coupled tothe pivot to automatically control tilting or reclining of reclinermechanism 145. Alternately, reclining can be manually controlled bylever and nut-to-jack screw actuation.

Seat 31 further includes a lumbar support 181 which is slidably coupledto back frame 153 by elongated rods 180. An electric motor and cableactuator 184 moves lumbar support 181. A generally straight link 183 hasa slotted pin and lost motion coupling 186 which pivotally connects aflange on each side of seat back frame 153 to a flange upwardlyextending from bottom pan 150. Link 183 pulls the rear of pan 150 in anupward direction while seat back 143 is reclining. Pan 150 is pivoted ata front attachment to bottom frame 149 adjacent where bottom frame 149attaches to seat tracks 147. Thus, lumbar support 181 is maintained asomewhat constant distance relative to the seat bottom regardless of theseat back positioning. Link 183 may be alternately replaced by a cable.Moreover, seat track mechanism 147 includes elongated seat tracksmounted to the vehicle floor which allow linear movement, front and backlinks allowing up/down and tilting movement, and electric motoractuators.

Accordingly, there is a recess in hinge 157 and matching offset andrecess in seat cushions adjacent the lower, rear intersection of seatback 143 and seat bottom 141. In operation, this allows for normalrearward, linear placement of the seat without interfering with beam101, as shown in FIG. 9. This configuration also allows for generallyflat folding or reclining of seat back 143 above beam 101 from theupright position of FIG. 9 to the fully reclined position of FIG. 10(here shown within 20° of horizontal). Thus, beam 101 is received withinthe recess of hinge 157 and of seat cushions 151 and 155. In contrast,traditional seat constructions would create an undesirable interferencebetween a reclined seat back and the floor-to-beam spacing of thepresent invention.

FIGS. 11-14 illustrate a first alternate embodiment wherein thestructural seat system includes a main crosscar beam 101 coupled to andspanning between B-pillars 65. Main beam 101 is received within recesses201 of both front passenger seats 31 like that of the preferredembodiment. A supplemental, structural beam or reinforcement 203diagonally extends in an upward and outward direction from each side ofmain beam 101. An inboard end of each diagonal beam 203 has a collar 205that rotatably couples diagonal beam 203 to the stationary main beam101.

A locking mechanism 207 disengagably couples an outboard end 209 of eachdiagonal beam 203 to B-pillar 65. Each locking mechanism 207 has alatching device 209 and a striker 211. Latching device includes a pairof rotatable latches 213 driven by an electromagnetic solenoid 215,which in turn, is automatically actuated when the seat back recliningmechanism is actuated. Latches 213 lock around striker 211 when the seatback is located in a nominal and generally upright position, anddisengage from the striker when the seat back is rearwardly tilted orthe seat bottom is linearly moved from a nominal position. Lost motionslots and pins can be employed to allow some predetermined range oflinear and reclining motion without the need for locking mechanismdisengagement. Latching device 209 is shown attached to diagonal beam203 and striker 211 is shown attached to B-pillar 65, however, thisarrangement may be reversed. Diagonal beam 203 is slidably attached toseat back 155 in a manner to allow normal seat back movement in concertwith diagonal beam 203, such as with straps, slotted brackets or thelike. The majority of diagonal beam 203 is external to the normal seatback frame and cushion yet the diagonal beam resists side impactcrushing if the seat back is fully reclined.

Reference should now be made to FIG. 15. This second alternateembodiment system is much like that shown in FIG. 11, except that adistal end of a generally vertically elongated, tubular beam 221 isattached to a housing of a locking mechanism 223 and a proximal end hasa collar 225 rotatably coupled to an outboard end of a main cross beam227 adjacent a B-pillar 229. A diagonal, tubular beam 231 extendsbetween locking mechanism 223 and a rotatable collar 233 coupled to mainbeam 227. In this embodiment, both vertical and diagonal beams 221 and231, respectively, are allowed to rotate with a seat back frame 235.

Referring to a third alternate embodiment of FIG. 16, a main cross beam251 spans between B-pillars 253 above a vehicular floor 255. Aninverted, generally U-shaped, supplemental beam 257 is coupled to eachfront passenger seat back 259 for corresponding tilting movement. Eachsupplemental beam 257 included two generally vertical and tubular legsrotatably coupled to main beam 251 by collars 261 and a tubular upperleg which extends between the vertical legs in a generally horizontaland cross-vehicle direction.

If raised above the seat backs, the supplemental beams may optionallyserve as vehicle roll bars secured to the main beam on each side of thevehicle's fore-and-aft centerline. A pendulum activated lockingmechanism, as with conventional seat belt retractors, may be employed tofix the otherwise rotatable collars 261 to the main beam in the event ofa rollover and/or side impact condition. An alternate variation is shownin FIG. 17 where roll bars 161′ are optionally secured (in a fixedmanner) to an upper beam 51′ on each side of the vehicle's fore-and-aftcenterline 163′. Upper beam 51′ is positioned adjacent a beltline 61′ ofthe vehicle (spaced above a vehicular floor), a lower beam 53′ isattached to a sheet metal floor pan 63′ of the vehicle, outboardvertical beams 57′ are welded, riveted or otherwise secured to B-pillars65′ of the vehicle, and diagonal beams 55′ and an inboard generallyvertical beam 57″ interconnect the other beams.

FIGS. 18 and 19 illustrate a fourth alternate embodiment system. A main,cross-vehicle elongated, tubular beam 281 extends from one B-pillar 283and rocker panel 285, projects through a center tunnel 287, and iscoupled to the opposite B-pillar and rocker panel. A generally verticaland tubular beam 289 is rotatably coupled to an outboard section of mainbeam 281 by a collar 291 which abuts against an inboard stop 293 affixedto the stationary main beam. An elongated slot 294 in an offset end ofvertical beam 289 is coupled to a pin 295 outwardly projecting from adiagonal tubular beam 297 in a lost motion manner. Diagonal beam 297 maybe either disposed internal or external to seat back cushion 299, but iscoupled to the seat back for coincidental tilting movement. An inboardend of diagonal beam 297 has an abutment structure 302 received within ajournaling bracket 304 joined to center tunnel 287. Thus, a side impactcollision against the diagonal beam and the vertical beam will beresisted by the main beam and by the abutment structure-to-tunnelinterface. Yet, the passenger is still protected when the seat back isreclined or otherwise moved behind the B-pillar. A crossing second,diagonal beam 306 is optionally coupled to the first diagonal beam 297,a seat back frame, one or more vertical beams 289 and/or main beam 281.

FIG. 20 shows a fifth alternate embodiment system like that of FIG. 18but where an extra link 310 couples a curving vertical beam 289′ to amain cross beam 281′. This more easily allows fore-and-aft and tiltingmovement of a seat bottom 312, while a lost motion coupling 314 allowsreclining of a seat back 316 relative to seat bottom 312 and main beam281′ which is stationary relative to the vehicle.

A sixth alternate embodiment is shown in FIG. 21. This system provides amulti-link coupling 329 between a front passenger seat back 331 and anexternal, structural cross beam 333 extending between the B-pillars. Anelectric motor or manual lever actuator 335 drives the reclining and/orfore-aft motion of seat back 331 relative to beam 333 by way of a sectorgear or cable connection to the links. The seventh alternate embodimentof FIG. 22 illustrates a structural cross beam 351 located internallywithin a front passenger seat back 353, with ends of the cross beamprotruding externally inboard and outboard of the seat. A supplementalseat back cushion and support 355 (such as a rigid polymeric sheet) iscoupled to seat back 353 by way of links or tracks 357 and is linearlymoved away from seat back 353 through activation of an internal electricmotor actuator 359 driving cables or the like. A second internalelectric motor actuator 361 serves to rotate seat back 353 about beam351 by way of a geared coupling or the like.

FIG. 23 illustrates an eighth alternate embodiment structuralreinforcement system 301 of the present invention. In this embodiment, astructural beam 303 extends in a generally straight (when viewed fromthe top and rear) orientation between the B-pillars or other upstandingstructural members of the automotive vehicle adjacent the rocker panels.Beam 303 is an enclosed and hollow polygon, here shown with four sideswhen viewed in cross-section, which can be extruded or hydroformed fromsteel. Rear sections 305 of metal seat tracks 307 are attached to beam303 by welded or riveted brackets 309. Front sections 311 of seat tracks307 are attached to a metal floor panel 313 by welded, riveted or boltedon brackets. Front seats 315, or other passenger seats, and theirrespective seat movement mechanisms 317 are attached to seat tracks 307.Exemplary seat movement mechanisms 317 are disclosed in U.S. Pat. No.5,575,531 entitled “Vehicle Power Seat Adjuster with End Driven LeadScrew Actuation” which issued to Gauger, et al. on Nov. 19, 1996, and isincorporated by reference herein. Space is provided below beam 303 andthe adjacent portion of seat tracks 307 so as to maximize passengercompartment leg room and foot room. Beam 303 is secured to the vehiclewell below a beltline area but may be useful in trucks, vans, sportutility vehicles and other situations that serve to add the requiredvibrational stiffness, minimize cross-vehicle and diagonal twisting ofthe vehicle body, while also improving crashworthiness during sideimpact. Thus, beam 303 advantageously serves as a multifunctional part.

A ninth alternate embodiment system of the present invention can be seenby reference to FIGS. 24 and 25. This exemplary embodiment provides astructural beam 451, which projects between the vehicular B-pillars andis spaced above the vehicular floor. One or more sockets 453 have athrough-bore 455 rotatably positioned about beam 451 such that the beamacts as a fixed pivot. A rigid, polymeric table 457 is attached tobifurcated fingers of socket 453 by screws or rivets. The movement forcerequired of socket 453 relative to beam 451 can be controlled byvariably moving a set screw projecting into bore 455, a slotted openingin the socket which is open to bore 455 and spanned by an adjustablebolt, a viscous geared dampener, or the like. Moreover, a latch candisengagably retain the table to the seat back. A seat back 459 canrecline with table above beam 451 using the previously disclosedreclining mechanisms.

While various aspects of the structural seat system have been disclosed,it should be appreciated that variations may be made which fall withinthe scope of the present invention. For example, additional accessoriescan be attached to any of the structural reinforcement beams disclosedherein such as folding tables, lamps, telephones, computers and thelike. Furthermore, the beams can alternately be manufactured fromcomposite materials such as glass-filled polymers, metal inserts moldedwithin polymers, and the like. The cross-vehicle beams andreinforcements can also be employed behind rear seats, in front ofinstrument panels or between other vehicle pillars although variousadvantageous of the present invention may not be fully achieved. Thestructural system is preferably employed in a convertible vehicle havingfour, side passenger doors but may also be used in a stretch limousinehaving four or more passenger doors and a stationary roof. Bullet-proofarmor is optionally mounted along a cross-car plane parallel andinternal to trim panels. Furthermore, it should be appreciated thatalternate beam shapes can be employed. It is also envisioned that theseat-to-beam interface, recessed retraction mechanism, and seatconfiguration can be used for a multi-passenger bench seat and otherseat shapes, although all of the advantages of the present invention maynot be utilized. It is intended by the following claims to cover theseand any other departures from the disclosed embodiments that fall withinthe true spirit of the invention.

1. An automotive vehicle comprising: a first door opening; a second dooropening located behind the first door opening; a substantiallyvertically projecting, structural pillar located between the dooropenings; a structural reinforcement aligned with the pillar; a seatbottom cushion being entirely located forward of the reinforcement; anda seat back cushion having a portion located above the reinforcementwhen in at least one operating position; the seat bottom cushion beingmovable independently of the reinforcement.
 2. The vehicle of claim 1further comprising a bottom seat frame predominantly oriented along asubstantially horizontal plane and supporting the seat bottom cushion,the bottom seat frame being attached to the reinforcement.
 3. Thevehicle of claim 1 wherein the reinforcement is elongated in asubstantially cross-vehicle direction, and at least a portion of theseat bottom cushion is located below a horizontal plane intersecting atop of the reinforcement when the seat bottom cushion is in at least oneoperating position.
 4. The vehicle of claim 1 wherein the seat backcushion is movable between a substantially vertical, upright positionand a substantially horizontal, reclined position, and the back cushionis located above the reinforcement when in the reclined position.
 5. Thevehicle of claim 1 further comprising: a floor-mounted seat trackmechanism; a bottom seat frame coupled to the floor-mounted mechanismand supporting the bottom cushion; a seat back frame supporting the backcushion; and a reclining mechanism coupling the seat back frame to thebottom seat frame, the reclining mechanism operably allowing the seatback frame to tilt relative to the bottom seat frame, the recliningmechanism having a substantially inverted U-shape.
 6. The vehicle ofclaim 1 wherein the seat back cushion and a seat bottom cushion define arecessed configuration located at their rear and bottom interface, andthe seat cushions are movable to receive the structural reinforcement inthe recessed configuration and to allow substantially horizontalreclining of the seat back cushion above the structural reinforcement.7. The vehicle of claim 1 further comprising a rear passenger seatlocated entirely behind the reinforcement, the cushions defining a frontpassenger seat.
 8. The vehicle of claim 1 wherein the reinforcement isspaced above a vehicle floor to allow passenger foot clearancetherebetween.
 9. The vehicle of claim 1 further comprising a secondary,structural beam upwardly extending from and being coupled to thereinforcement, the secondary beam being movable relative to thereinforcement.
 10. The vehicle of claim 1 further comprising: a secondseat bottom cushion located forward of the reinforcement; thereinforcement being a continuous member of substantially closed crosssectional shape extending substantially the full cross-vehicle dimensionof the vehicle behind both seat bottom cushions; the seat bottomcushions defining portions of front passenger seats; the reinforcementserving to resist a side impact collision in a four-door style vehiclein accordance with FMVSS 214; and a convertible roof movable from araised position covering the seat bottom cushions to a retractedposition rear of a vehicle passenger compartment.
 11. An apparatus foruse with an automotive vehicle having a floor, the apparatus comprising:a side impact beam configured to span above the vehicle floor; a seatbottom cushion movable independently of the beam; a seat back cushionmovable to a reclining position above the beam; and seat tracks coupledto the vehicle floor and being entirely forward of the beam, the seattracks allowing fore-and-aft sliding movement of the seat bottom cushionrelative to the beam.
 12. The apparatus of claim 11 further comprising arear passenger seat located entirely behind the beam, the cushionsdefining a front passenger seat.
 13. The apparatus of claim 11 furthercomprising a secondary, structural reinforcement upwardly extending fromthe beam, the secondary reinforcement being movable relative to thebeam, and the beam being stationary and elongated in a cross-vehicledirection.
 14. The vehicle of claim 11 further comprising: a second seatbottom cushion located forward of the beam; the beam being a continuousmember of substantially closed cross sectional shape extendingsubstantially the full cross-vehicle dimension of the vehicle behindboth seat bottom cushions, the beam being spaced above a vehicle floor;the seat bottom cushions defining portions of front passenger seats; thebeam serving to structurally resist a side impact collision in afour-door style vehicle; and a convertible roof movable from a raisedposition covering the seat bottom cushions to a retracted position rearof a vehicle passenger compartment.
 15. The vehicle of claim 11 furthercomprising: a bottom seat frame coupled to the seat tracks andsupporting the bottom cushion; a seat back frame supporting the backcushion; and a reclining mechanism coupling the seat back frame to thebottom seat frame, the reclining mechanism operably allowing the seatback frame to tilt relative to the bottom seat frame, the recliningmechanism having a substantially inverted U-shape.
 16. An apparatus foruse with an automotive vehicle having B-pillars, the apparatuscomprising: a structural beam elongated in a cross-vehicular directionsubstantially between the B-pillars; a front seat bottom movableindependently of the beam; a front seat back movable to a recliningposition above the beam; and seat tracks located entirely forward of thebeam, the seat tracks allowing movement of the seat bottom cushionrelative to the beam.
 17. The apparatus of claim 16 further comprising arear passenger seat located entirely behind the beam and the beam beingspaced above at least a majority of a vehicle floor.
 18. The vehicle ofclaim 16 further comprising: a second front seat bottom located forwardof the beam; the beam being a continuous member of substantially closedcross sectional shape extending substantially the full cross-vehicledimension of the vehicle behind both front seat bottoms; the beamserving to structurally resist a side impact collision in a four-doorstyle vehicle; and a convertible roof movable from a raised positioncovering the front seat bottoms to a retracted position rear of avehicle passenger compartment.
 19. The vehicle of claim 16 furthercomprising: a reclining mechanism coupling the front seat bottom to thefront seat back, the reclining mechanism operably allowing the frontseat back to tilt relative to the front seat bottom, the recliningmechanism having a substantially inverted U-shape.
 20. The apparatus ofclaim 16 further comprising a structural member diagonally extendingupwardly and outwardly from the beam toward one of the B-pillars. 21.The apparatus of claim 16 further comprising four passenger doors and aconvertible roof, beam resists a side-impact collision pursuant to FMVSS214.